EP2642164B1 - Entraînement hydrostatique - Google Patents

Entraînement hydrostatique Download PDF

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Publication number
EP2642164B1
EP2642164B1 EP13159103.4A EP13159103A EP2642164B1 EP 2642164 B1 EP2642164 B1 EP 2642164B1 EP 13159103 A EP13159103 A EP 13159103A EP 2642164 B1 EP2642164 B1 EP 2642164B1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
pump
working
hydrostatic drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP13159103.4A
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German (de)
English (en)
Other versions
EP2642164A2 (fr
EP2642164A3 (fr
Inventor
Bernd Kuhn
Matthias Beck
Patrick Hantke
Heinz-Gerhard Essig
Peter Delissen
Juergen Pastuschka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2642164A2 publication Critical patent/EP2642164A2/fr
Publication of EP2642164A3 publication Critical patent/EP2642164A3/fr
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Publication of EP2642164B1 publication Critical patent/EP2642164B1/fr
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Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0015—Disposition of motor in, or adjacent to, traction wheel the motor being hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4035—Control of circuit flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4043—Control of a bypass valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4157—Control of braking, e.g. preventing pump over-speeding when motor acts as a pump
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral

Definitions

  • the invention relates to a hydrostatic drive according to the preamble of patent claim 1.
  • Such hydrostatic drives are used for example in commercial vehicles as an auxiliary drive for an axle, for example, the front wheels, while the rear axle is driven by a conventional mechanical drive train.
  • Such a commercial vehicle with conventional and hydraulic drive train is for example in the DE 42 12 983 C2 explained.
  • the hydraulic drive train can be switched on if necessary via a valve arrangement, wherein each wheel of the front axle is associated with a hydraulic motor.
  • the pressure medium supply takes place via a variable displacement pump.
  • the known system is also designed with a retarder over which the brake system of the commercial vehicle is hydraulically assisted during braking.
  • EP 0 993 982 B1 is a vehicle with a conventional mechanical drive train and a generic hydrostatic drive explained.
  • a hydraulic motor is assigned to both wheels of the front axle and executed in radial piston construction.
  • Such a radial piston machine has a plurality of supported on a cam ring piston, each defining a working space, wherein the working spaces are connected in succession with high pressure and low pressure to drive the hydraulic motor.
  • this is adjusted to a "free-wheel mode" in which the working spaces with tank pressure or a comparatively low pressure are applied, while hubring- or housing side acts a feed pressure or other pressure greater than the tank pressure is.
  • the resulting from the higher case pressure differential pressure causes a "retraction" of the piston so that they lift off from the cam and thus the friction is reduced with disconnected hydraulic drive train.
  • each wheel is assigned a hydraulic motor.
  • These hydraulic motors can be switched over a valve assembly in the "free-wheel mode", in which case applied to the housing side of a feed pump applied feed pressure and in the work spaces of the tank pressure, so that the pistons to minimize friction from the cam ring stand out.
  • the present invention seeks to provide a hydrostatic drive with a simplified structure.
  • the hydrostatic drive has a pump, at least one hydraulic motor whose working connections in a closed hydraulic circuit over a first circuit branch and a second circuit branch, of which in a first operating mode (active mode) a high pressure and a low pressure can be connected to working ports of the pump, a feed pump, from the via a feed line in which the pressure is limited to a low pressure , Pressure medium can be fed into the circulation branches and a valve assembly.
  • a first operating mode active mode
  • Pressure medium can be fed into the circulation branches and a valve assembly.
  • the valve assembly separates the working ports of the pump and the hydraulic motor from each other, connects the working ports of the pump with each other and connects the working ports of the hydraulic motor with a tank.
  • the valve assembly In a third mode of operation (stand-by), the valve assembly separates the working ports of the hydraulic motor from the tank and connects them to the working ports of the pump. In addition, the valve assembly connects in the third mode of operation, the two working ports of the pump with each other. In the first operating mode, the valve assembly separates the two working ports of the pump from each other and the two working ports of the hydraulic motor of the tank. It then connects the one working port of the pump with the one working port of the hydraulic motor and the other working port of the pump with the other working port of the hydraulic motor.
  • the valve arrangement has at least five 2/2 directional control valves, through the respective switching constellation of which the operating modes can be set.
  • the 2/2 way valves are in particular 2-way cartridge valves, which are also referred to as logic valves.
  • logic valves instead of complex special valves, the device construction of the circuit can be significantly reduced, the use of logic valves opens the possibility to implement additional variants with relatively little effort, so that the hydrostatic drive can be easily adapted to special requests of the customer can.
  • the hydrostatic drive has a logic valve which in an open position the two circuit branches (or the pump connections) connects in the form of a bypass.
  • This logic valve which can also be referred to as a clutch logic valve, is assigned a clutch pilot valve via which a spring chamber of the clutch logic valve can be subjected to high pressure or relieved of pressure.
  • a logic valve which can also be designated Engage logic valve can be arranged in each circuit branch, which opens the pressure medium connection between a working connection of the pump (10) and the corresponding working connection of the hydraulic motor in an open position and shuts off this pressure medium connection in a closed position.
  • both Engage logic valves are commonly associated with an Engage pilot valve whose pressure port is connected to a feed pressure line and whose output port is connectable to this pressure port or tank connected tank port, the output port being connected to a spring space of the Engage -Logikventile.
  • hydraulic motor has an open to the interior of its motor housing housing connection, which is connected to the output port of Engage pilot valve.
  • a flow control valve in particular a nozzle may be provided, via which the pressure fluid flow is limited in the direction of the housing of the hydraulic motor.
  • the flow control valve may also be a flow control valve.
  • a relief logic valve also referred to as unload logic valve, is connected between the logic valve in a circuit branch and the hydraulic motor to each circuit branch with a first connection, whose second connection is connected to the tank.
  • the high pressure can be tapped via a shuttle valve.
  • the hydrostatic drive can be designed to be particularly compact when the above-described logic valves and the associated pilot valves are combined to form a structural unit. In this unit can also be integrated for high pressure selection existing shuttle valve.
  • the hydrostatic drive has a feed pump, wherein in one embodiment, a filter is arranged in a feed line connected to the pressure port of the feed pump. This is associated with a pressure valve, which is acted upon by the pressure difference across the filter and its effective spring in the opening direction chamber via a feed pressure control valve to the tank is relieved. This pressure valve protects the filter from excessive pressures that could occur if the filter is dirty. Part of the oil pumped by the feed pump will be returned directly to the suction side of the feed pump. With a relief of the spring chamber, the pressure valve acts as a pressure relief valve.
  • a feed pressure limiting valve is arranged downstream of the filter, which opens at a higher pressure to the tank than the pressure valve on the filter with unloaded spring chamber.
  • the feed pressure relief valve By the feed pressure relief valve, the amount of low pressure is determined during normal operation.
  • the feed pressure control valve is switched and thereby the spring chamber of Relieved pressure valve on the filter. The feed pressure is then no longer for example 20 to 30 bar but 5 to 7 bar.
  • the hydrostatic drive is provided in a drive of a vehicle, wherein each wheel of an axle is provided with a hydraulic motor.
  • the other axle is preferably driven in a conventional manner via a mechanical gear.
  • the hydrostatic drive according to the invention can be used for example in a truck whose rear wheels are driven by a conventional mechanical drive train with internal combustion engine, transmission, propeller shaft and differential.
  • a hydrostatic drive is provided, which can be switched on, for example, in heavy terrain.
  • the hydrostatic drive 1 has a pump unit 2, which is driven by the internal combustion engine.
  • This pump unit 2 supplies, via a valve arrangement, referred to below as valve block 4, two hydraulic motor units 6a, 6b via which a respective front wheel 8a, 8b is driven.
  • the in FIG. 1 shown hydrostatic drive 1 is designed as a closed circuit.
  • the aforementioned components of the hydrostatic drive 1 are based on the FIGS. 2 to 4 explained in more detail.
  • FIG. 2 shows an enlarged view of the pump unit 2 from FIG. 1 ,
  • the pump unit 2 has a about a zero position (in short: above zero) pivotable variable 10, which is driven by the internal combustion engine. Pivoting about a zero position means that, as in the present case, the direction of the pressure medium flow by a hydraulic unit in a pump or motor mode while maintaining the direction of rotation of a drive shaft and changing from high pressure and low pressure connection reverses or that while maintaining high pressure and Low pressure connection and while maintaining the direction of rotation of a drive shaft, a change between pump operation and engine operation takes place.
  • the drive is via a drive shaft 12, which also drives a feed pump 14. About this pressure medium from a tank T (see also FIG. 1 ) sucked and fed with a feed pressure of for example 20 to 30 bar in a low-pressure branch of the hydrostatic drive 1.
  • an in FIG. 2 overhead pressure line is a low pressure line 16, while a connected to the other terminal of the variable displacement 10 pressure line to be the high pressure line 18.
  • the high-pressure branch and the low-pressure branch can change.
  • variable displacement pump 10 The adjustment of the pivot angle of the variable displacement pump 10 by means of a control cylinder 20 which is controlled by a pump control valve 22 which is designed as controlled via a control electronics proportional valve.
  • a pump control valve 22 which is designed as controlled via a control electronics proportional valve.
  • the pump control valve 22 is set as a set value as electrical variable and adjusted in response to the control of the pump control valve 22, a control piston of the actuating cylinder 42, wherein this is carried out with a mechanical or electrical feedback.
  • the position of the actuating piston is mechanically or via the control electronics compared with the predetermined target value, which corresponds to a certain displacement and the actuator piston is adjusted until the setpoint and actual value match and thus adjusted taking into account the speed of the required flow rate is.
  • the pressure medium is conveyed into the high pressure line 18 and flows back to the load, in the present case to the hydraulic motor units 6a, 6b and in a closed circuit via the low pressure line 16 to the low pressure connection of the variable displacement 10.
  • a pump control is for example on the DE 10 2004 061 861 B4 directed.
  • the pump unit 2 further has two feed valves 24, 26, can be fed via the pressure medium in the respective low-pressure branch.
  • Each of these feed valves 24, 26 has in known manner in each case one to a line 16, 18 toward opening check valve 28 to which a pressure relief valve 30 is connected in parallel, which when exceeding a predetermined pressure in the associated pressure line (here 18) a pressure medium connection to each other pressure line (here 16) aufêtt.
  • a predetermined pressure in the associated pressure line here 18
  • a pressure medium connection to each other pressure line (here 16) here 16
  • the two input terminals of the feed valves 24, 26 are connected to a feed passage 32 which is connected to a filter unit 34, whose input port is connected to the pressure port of the feed pump 14.
  • a suction port of the feed pump 14 is connected to the tank T via a tank port T and a suction line 36.
  • pressure medium is supplied with the feed pressure (20 to 30 bar) and conveyed via the filter unit 34 and the feed channel 32 to the inlet of the two feed valves 24, 26.
  • the low-pressure side check valve 28 then opens, so that pressure medium is conveyed into the corresponding low-pressure branch.
  • the pressure in the high-pressure branch is limited by the respective pressure-limiting valve 30 of the feed valve 24, 26, so that when this maximum pressure is exceeded, the pressure can be reduced to the low-pressure side.
  • the filter unit 34 is designed with a pressure valve 38, which is acted upon by the pressure upstream of a filter 40 in the opening direction and by pressure downstream of the filter 40 in the closing direction. In the closing direction also acts a spring. As the contamination increases, the pressure drop across the filter 40 increases. At a certain pressure drop, the pressure valve 38 starts founded upon a bypass line 42 to the suction line 36, so that the Filter is protected from excessive pressure.
  • the effective pressure in the closing direction downstream of the filter 40 is tapped via a control channel 44 in which a feed pressure control valve 46 is arranged, which is biased by a spring into a closed position and can be brought via a solenoid in an open position in which the control channel 44 via the Pump housing is relieved to the tank T out.
  • a feed pressure limiting valve 48 is provided in the feed passage 32, which opens according to the invention at a higher pressure (for example 20 to 30 bar) than the differential pressure valve 38 in the above-described pressure limiting function. This opens then, for example, when switching the feed pressure control valve, the pressure medium connection to the tank T at a pressure which is below the pressure of the feed pressure relief valve 48, for example, at about 5 to 7 bar. The feed pressure is then reduced accordingly.
  • the mode of operation and the concrete structure of such a filter unit 34 with two pressure relief valves set to different values is described, for example, in US Pat DE 10 2004 057 740 B4 explained.
  • the pump unit further has a Druckabschneideventiliser 50, via which the pressure in the high-pressure branch tapped by means of a shuttle valve 52 and into a control chamber of a Druckabschneideventils 54 which throttles when a predetermined maximum pressure exceeds a control line 56 connected to tank, so that the variable displacement pump 10 in Direction of a lower flow rate is adjusted.
  • a Druckabschneideventiliser 50 can also on the DE 10 2004 061 861 B4 to get expelled.
  • the pump unit 16 has two working ports A, B, which are connected via working lines 58, 60 with the valve block 4, which will be explained in greater detail below.
  • the pump unit 16 further has a feed connection G, which is connected via an internal channel to the feed channel 32 and to which a feed line 62 is connected.
  • the suction line 36 is connected via a tank connection T with the tank T.
  • Leakage line 64 is via an in FIG. 1 shown cooling / filter unit 66 connected to the tank T, so that withdrawn from the closed circuit pressure fluid is cooled and filtered and then back through the feed pump 14 can be promoted back into the closed circuit.
  • FIG. 3 shows the valve block according to FIG. 1 in an enlarged view.
  • This is composed in principle of three valve devices, which are referred to below as a clutch valve device 68, as Engage valve device 70 and as Unload valve device 72.
  • these valve devices are in principle formed by interconnected pilot-operated logic valves, by means of which the functions of the special valves described in the introduction are realized in the prior art.
  • valve block has ports A, B, G and T1, which are connected to the respective ports of the pump unit 2.
  • ports A, B, G and T1 To the two working ports A, B, the above-described working lines 58, 60 are connected, while the feed port G is in fluid communication with the feed line 62.
  • the leakage port T1 is connected to a leakage or return passage 74.
  • the clutch valve device 68 has a clutch logic valve 76 whose port A is connected to the working line 58 and whose other port B is connected to the other working line 60.
  • the clutch logic valve 76 is associated with a clutch pilot valve 78, via which a spring chamber 80 of the clutch pilot valve 76, hereinafter called C pilot valve, in a spring-biased home position with the return passage 74 and in a position taken in driving a pulling solenoid switching position the high-pressure branch is connectable, so that then the high pressure in the spring chamber 80 is effective.
  • the high pressure is tapped via a shuttle valve 120 from the working channels 58, 60.
  • the output of the C pilot valve 78 is connected to the spring chamber 80 via a connection plate 82 of the C logic valve 76.
  • Engage valve assembly 70 has two engagement logic valves 84, 86, hereafter e-logic valves 84, 86.
  • the radial ports of the e-logic valves 84, 86 are connected to the working line 58 and 60, respectively.
  • the two other ports of the two logic E-valves 84, 86 open into a working channel 88 and 90.
  • Both Engage logic valves 84, 86 is associated with an E-pilot valve 92, which is designed in the illustrated embodiment as a 4/2-way valve and over a spring is biased in an open position, in which spring chambers 94, 96 of the e-logic valves 84 and 86 are connected to the feed line 62, so that acts in the spring chambers 94, 96 of the feed pressure.
  • the spring chambers 94, 96 are connected to the return passage 74 and thus relieved of pressure.
  • the output terminal of the E pilot valve 92 is connected via a control channel 98 and connection plates 100, 102 with the respective spring chamber 94 and 96, respectively. From the control channel 98 branches off a channel 104, which is connected to a housing connection G of the hydraulic motor units 6a, 6b, (see FIG. 4 ) connected is.
  • the channel 104 is thus connected to the feed line 62 or to the return line 74, in which tank pressure prevails.
  • a nozzle 108 is provided, via which in the illustrated basic position of the E pilot valve 92, the pressure medium volume flow to the housing of the hydraulic motor units 6a, 6b is limited.
  • the E-pilot valve unit 92 is in its home position, which it is connected in the "free-wheel mode" and in the channel 104 to the feed line 62.
  • the two e-logic valves 84, 86 are controlled by the current feed pressure, the large, rearward control surface and, as the clutch logic valve 76 is open, the smaller, front annular surface of the respective logic valve 84, 86 acts, held in its closed position, so that the pressure medium connection from the working channel 88 to the working line 58 and from the working channel 90 to the working line 60 is interrupted.
  • the central front control surface of the logic valve 84, 86 is relieved in free wheeling mode to the tank, as will emerge from the further description.
  • the unload valve device 72 has two pilot-operated unload logic valves 110, 112 (U logic valve) whose axial ports are connected to the working channels 88 and 90, respectively, and whose radial output ports are connected to the return port 74.
  • Both U logic valves 110, 112 together have an unloading pilot valve 114 assigned to it, which in the exemplary embodiment shown is designed as a 3/2-way valve and in its spring-biased basic position connects the two spring chambers 116, 118 with the return channel 74.
  • the U-pilot valve 114 By switching the U-pilot valve 114, the spring chambers 116, 118 are acted upon by the pressure in the high-pressure branch, which is tapped via the shuttle valve 120 to the working lines 58, 60.
  • the output of this shuttle valve 120 is connected via an HD control line 121 to the input of the U pilot valve 114.
  • the spring chambers 116, 118 in the basic position of the U pilot valve 114 are connected to the return passage 74 and thus depressurized.
  • the U logic valves 110, 112 can therefore be controlled by the effective pressure in the opening direction, so that the two working channels 88, 90 are connected to the tank and thus in the working spaces of the hydraulic motors corresponding tank pressure acts, while the housing side, the feed pressure is effective and thus Lift the pistons off the cam ring.
  • the tank pressure in the working channels 88 and 90 is also at the central, front control surfaces of the e-logic valves 84, 86 at.
  • C-logic valve 76 bypasses between working lines 58, 60. This C-logic valve 76 is kept open until sufficient synchronization of the conventionally driven rear wheels and front wheels is ensured to avoid unexpected pressure spikes. After closing the C logic valve 76, the short circuit is between the working lines 58, 60 lifted, so that on the hydraulic motors torque is effective. At the measuring point MT, a temperature sensor 124 is arranged, which detects the temperature of the pressure medium in the return passage 74.
  • the connection of the working lines 58, 60 is controlled to the hydraulic motor units 6a, 6b.
  • the E-valve device 70 controls the "free-wheel mode" in which the pistons of the hydraulic motors, as explained above, lift off from the cam ring.
  • the pressure medium connection of the hydraulic motors is controlled to the tank.
  • the pressures in the working channels 88, 90 can be detected by pressure sensors 122, of which FIG. 1 two and in the illustration according to FIG. 3 only one example is shown.
  • the pressure medium supply of the hydraulic motor units 6a, 6b takes place via the working connections A ', B' and the connection G ', of the valve block 4.
  • the function of the hydraulic motor units 6a, 6b is exemplified by means of FIG. 4 explains that the hydraulic motor unit 6b from FIG. 1 shows.
  • the hydraulic motor unit 6a has a hydraulic motor 130, which is designed as a non-adjustable hydraulic machine.
  • the hydraulic motor is embodied, for example, as a radial piston machine, with a radial piston engine, wherein a plurality of pistons are supported on an outer lifting ring.
  • the radial piston machine can also be designed with an inner cam ring. Since the construction of such radial piston machines is well known, can be dispensed with further explanation with reference to the prior art.
  • the above-described working ports A ', B' are connected via connecting lines 132, 134 to the corresponding ports A, B of the hydraulic motor unit 6b.
  • This also has a housing connection G, which is connected via a line 136 to the terminal G 'of the valve block 4.
  • the housing connection G has a channel 138 connected, which opens in the interior of the motor housing.
  • the pistons of the radial piston engine are acted upon by the pressure in the channel 138 in the direction of lifting from the lifting ring, as in the FIGS. 1 and 4 is indicated.
  • this pressure may correspond to the tank pressure or an increased pressure.
  • the two ports of the hydraulic motor 130 are connected via a working channel 140, 142 with the terminals A, B.
  • a freewheel channel 144 branches off, which connects the housing interior with the working channel 142.
  • a spring-biased check valve 146 is provided, whose spring corresponds to a pressure equivalent of, for example, 3 bar and which opens to the working channel 142.
  • the pressure acting upstream of the check valve must be about 3 bar higher than the pressure acting on the back of the check valve 146.
  • the check valve 146 thus ensures that the pressure in the housing interior does not fall below 3 bar. With this pressure, the pistons are acted upon in the direction of retraction into the cylinders in free-wheeling mode.
  • each working channels 140, 142 each have a channel 148, 150 branches off, which are guided to two input ports of a purge valve 152.
  • This is designed as a 3/3-way valve and has an output terminal C, to which a connecting channel 154 is connected, which opens upstream of the check valve 146 in the Freewheelkanal 144.
  • the purge valve 152 has a spring-centered position in which the three ports are shut off from each other.
  • the pressure in the channels 148, 150 is tapped in each case via control channels 156, 158 and guided to two opposing control surfaces of the purge valve, so that the purge valve is adjusted by the effective in the working channels 140, 142 pressure difference in the direction of a switching position a or b.
  • a throttle 160 is arranged in the connecting channel 154. Downstream of this throttle 160, a pressure holding valve 162 is provided, which via a spring in a Locking position is biased and which is acted upon by the pressure upstream of the throttle 160 in the direction of an open position.
  • This pressure-holding valve 162 opens only when the pressure in the connecting channel 154 and thus the lower pressure from the two working channels 140, 142 has exceeded a threshold corresponding to the spring of the pressure-maintaining valve 162.
  • the basic structure of such a purge valve is in the EP 1 443 220 B1 explained, in this variant, a pressure shut-off valve is still provided.
  • FIG. 1 shown basic position of the valve block 4 of the "free-wheel mode" set. That is, via the C-valve means 68, the working lines 58, 60 are short-circuited.
  • the E pilot valve 92 switches the spill pressure into the housing of the hydraulic motor 130.
  • the working spaces of the hydraulic motor are connected via the U-valve device 72 to the tank.
  • the pistons of the hydraulic motor 130 are thus acted upon in the sense of lifting by the lifting ring.
  • the accumulator pressure control valve 46 is switched to its open position, so that the feed pressure is reduced to the value set at the pressure valve 38.
  • the two working channels 140, 142 are relieved towards the tank T, so that the tank pressure is applied to the rear side of the check valve 146.
  • the pressure upstream of the check valve is accordingly limited to 3 bar or more precisely the pressure equivalent of the spring of the check valve 146 corresponding pressure. This pressure is sufficient to keep the pistons of the hydraulic motor 130 against centrifugal force in their retracted position.
  • the drive shaft 12 is driven, so that accordingly the feed pressure is available.
  • the variable displacement pump 10 can be moved back.
  • the e-pilot valve 92 When the hydrostatic drive is switched on, the e-pilot valve 92 is initially switched so that the tank pressure is effective on the housing side and the pistons can rest against the cam ring.
  • the E-logic valves 84, 86 open by the discharge in the spring chamber 94, 96 and due to the effective pressure in the opening direction.
  • the ports A, B of the pump unit 2 are still short-circuited via the C-logic valve device.
  • the Ports A, B of the hydraulic motor units 6a, 6b connected via the U-valve means 72 to the tank.
  • the swivel angle of the variable displacement pump 10 is then adjusted so that the flow rate of the pump corresponds to the displacement volume flow of the two hydraulic motor units 6a, 6b plus a predetermined displacement volumetric flow difference.
  • the U pilot valve 114 is then switched so that the ports A, B, the hydraulic motor units 6a, 6b are connected to the working channels 88, 90 and thus the hydraulic motors are connected to the hydraulic network of the pump.
  • the final connection is then made by switching the C-valve device 68 in its blocking position.
  • a hydrostatic drive with a closed circuit wherein at least one hydraulic motor is supplied via a pump with pressure medium.
  • the control of the pressure medium supply and removal takes place via a valve block formed essentially of pilot-controlled logic valves.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Control Of Fluid Gearings (AREA)
  • Motor Power Transmission Devices (AREA)

Claims (16)

  1. Entraînement hydrostatique comprenant une pompe (10) de volume de travail variable, comprenant au moins un moteur hydraulique (6a, 6b) dont les raccords de travail peuvent être connectés à des raccords de travail de la pompe (10) dans un circuit hydraulique fermé par le biais d'une première branche de circuit et d'une deuxième branche de circuit, qui conduisent, dans un premier mode de fonctionnement, une pression élevée et une basse pression,
    comprenant une pompe d'alimentation (14) depuis laquelle du fluide peut être injecté dans les branches du circuit par le biais d'une conduite d'alimentation (32) dans laquelle la pression est limitée à une basse pression, et comprenant un agencement de soupapes qui, dans un deuxième mode de fonctionnement (Free Wheeling, ou de roue libre), sépare l'un de l'autre les raccords de travail de la pompe (10) et du moteur hydraulique (6a, 6b), relie l'un à l'autre les raccords de travail de la pompe (10) et relie les raccords de travail du moteur hydraulique (6a, 6b) à un réservoir,
    qui, dans un troisième mode de fonctionnement, (Stand-by, ou de veille) sépare les raccords de travail du moteur hydraulique du réservoir et les relie aux raccords de travail de la pompe (10) et en outre relie l'un à l'autre les deux raccords de travail de la pompe (10) et, dans le premier mode de fonctionnement, sépare l'un de l'autre les deux raccords de travail de la pompe (10) et sépare les deux raccords de travail du moteur hydraulique (6a, 6b) du réservoir et relie l'un des raccords de travail de la pompe (10) à un raccord de travail du moteur hydraulique (6a, 6b) et l'autre raccord de travail de la pompe (10) à l'autre raccord de travail du moteur hydraulique (6a, 6b), caractérisé en ce que l'agencement de soupape présente au moins cinq soupapes à 2/2 voies qui, par leur constellation de branchement respective, permettent d'ajuster les modes de fonctionnement.
  2. Entraînement hydrostatique selon la revendication 1, dans lequel les soupapes à 2/2 voies sont des soupapes intégrées à 2 voies (soupapes logiques) (76, 84, 86, 110, 112).
  3. Entraînement hydrostatique selon la revendication 2, dans lequel une soupape logique (76) relie l'une à l'autre les deux branches de circuit du côté de la pompe dans une position d'ouverture, un espace de ressort (80) de la soupape logique (76) pouvant être sollicité avec une pression élevée et pouvant être détendu en pression par le biais d'une soupape pilote à embrayage (78) en fonction de sa position de commutation.
  4. Entraînement hydrostatique selon la revendication 2 ou 3, dans lequel, dans chaque branche de circuit, est disposée une soupape logique (84, 86) qui, dans une position d'ouverture, ouvre la liaison de fluide sous pression entre un raccord de travail de la pompe (10) et le raccord de travail correspondant du moteur hydraulique (130).
  5. Entraînement hydrostatique selon la revendication 4, dans lequel une soupape pilote d'engagement (92) est associée en commun aux deux soupapes logiques (84, 86) dans les branches de circuit, son raccord de pression pouvant être connecté à une conduite conduisant la pression d'alimentation et son raccord de sortie pouvant être connecté au raccord de pression ou à un raccord de réservoir, le raccord de sortie de la soupape pilote d'engagement (92) étant connecté aux espaces de ressort (94, 96) des soupapes logiques (84, 86) dans les branches de circuit.
  6. Entraînement hydrostatique selon la revendication 5, dans lequel le moteur hydraulique (6a, 6b) présente un raccord de boîtier ouvert vers l'espace interne de son boîtier de moteur, qui est connecté au raccord de sortie de la soupape pilote d'engagement (92).
  7. Entraînement hydrostatique selon la revendication 5 ou 6, dans lequel une valve de débit (108) est disposée dans la conduite conduisant la pression d'alimentation.
  8. Entraînement hydrostatique selon l'une quelconque des revendications précédentes, dans lequel une soupape logique de décharge (soupape logique Unload) (110, 112) est raccordée par un premier raccord entre la soupape logique (84, 86) dans une branche de circuit et le moteur hydraulique (6a, 6b) au niveau de chaque branche de circuit, et son deuxième raccord est connecté au réservoir.
  9. Entraînement hydrostatique selon la revendication 7, dans lequel les deux soupapes logiques de décharge (110, 112) peuvent être commandées par le biais d'une soupape pilote de décharge commune (114).
  10. Entraînement hydrostatique selon la revendication 9, dans lequel la soupape pilote de décharge (114) sollicite un espace de ressort (116, 118) des soupapes logiques de décharge (110, 112) avec le réservoir dans une position de base, et avec la pression élevée dans une position de commutation.
  11. Entraînement hydrostatique selon l'une quelconque des revendications précédentes, dans lequel une soupape d'échange (120) est prévue, par le biais de laquelle une soupape pilote (78, 114) est connectée à la branche de circuit conduisant la pression élevée.
  12. Entraînement hydrostatique selon l'une quelconque des revendications précédentes, dans lequel les soupapes logiques (76, 84, 86, 110, 116) et les soupapes pilotes associées (78, 92, 114) sont réunies en une unité structurelle.
  13. Entraînement hydrostatique selon l'une quelconque des revendications précédentes, dans lequel, dans la conduite d'alimentation (32) raccordée au raccord de pression de la pompe d'alimentation (14), est disposé un filtre (40) auquel est associée une soupape de pression (38) qui est sollicitée par la différence de pression en travers du filtre (40) et dont l'espace de ressort agissant dans la direction d'ouverture peut être déchargé vers le réservoir par le biais d'une soupape de commande de pression d'alimentation (46).
  14. Entraînement hydrostatique selon la revendication 13, dans lequel, en aval du filtre (40) est disposée une soupape de limitation de la pression d'alimentation (48) qui s'ouvre vers le réservoir en cas de pression supérieure à celle de la soupape de pression (38) lorsque l'espace de ressort est déchargé.
  15. Entraînement hydrostatique selon l'une quelconque des revendications précédentes, dans lequel celui-ci est un entraînement de conduite pour un essieu de véhicule, dans lequel un moteur hydraulique est associé à chaque roue (8).
  16. Entraînement hydrostatique selon la revendication 15, comprenant un entraînement conventionnel pour l'autre essieu.
EP13159103.4A 2012-03-22 2013-03-14 Entraînement hydrostatique Not-in-force EP2642164B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201210005822 DE102012005822A1 (de) 2012-03-22 2012-03-22 Hydrostatischer Antrieb

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EP2642164A2 EP2642164A2 (fr) 2013-09-25
EP2642164A3 EP2642164A3 (fr) 2015-06-10
EP2642164B1 true EP2642164B1 (fr) 2016-08-24

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BR (1) BR102013006658A2 (fr)
DE (1) DE102012005822A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
EP3608138A1 (fr) 2018-08-09 2020-02-12 Robert Bosch GmbH Système d'entraînement hydraulique et véhicule comprenant le système d'entraînement hydraulique

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Publication number Priority date Publication date Assignee Title
DE102014226803A1 (de) * 2014-12-22 2016-06-23 Robert Bosch Gmbh Hydrostatische Radialkolbenmaschine
FR3140023A1 (fr) * 2022-09-22 2024-03-29 Poclain Hydraulics Industrie Pilotage d’une valve de mise en roue libre

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EP0993982B1 (fr) * 1998-10-12 2003-07-30 Poclain Hydraulics Industrie Dispositif d'assistance motrice pour un véhicule ayant une transmission principale mécanique

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GB1385013A (en) 1971-05-26 1975-02-26 Carron Hydraulics Ltd Fluid power transmission and control system for fluid motors for driving the front wheels of a vehicle
DE10303936A1 (de) 2003-01-31 2004-08-19 Brueninghaus Hydromatik Gmbh Hydraulischer Kreislauf und Spülvorrichtung
DE102004057740C5 (de) 2004-11-30 2008-09-11 Brueninghaus Hydromatik Gmbh Hydraulischer Kreislauf mit Speisepumpe
DE102004061861B4 (de) 2004-12-22 2008-06-19 Brueninghaus Hydromatik Gmbh Druckabschneidungsventileinheit und damit versehener hydraulischer Kreislauf
DE102005061991A1 (de) * 2005-12-23 2007-07-05 Bosch Rexroth Aktiengesellschaft Hydrostatischer Antrieb
DE102006016006B4 (de) * 2006-04-05 2007-12-27 Abg Allgemeine Baumaschinen-Gesellschaft Mbh Hydrostatischer Fahrantrieb
WO2009065556A1 (fr) * 2007-11-20 2009-05-28 Robert Bosch Gmbh Entraînement hydrostatique et procédé pour faire fonctionner un véhicule

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Publication number Priority date Publication date Assignee Title
EP0993982B1 (fr) * 1998-10-12 2003-07-30 Poclain Hydraulics Industrie Dispositif d'assistance motrice pour un véhicule ayant une transmission principale mécanique

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3608138A1 (fr) 2018-08-09 2020-02-12 Robert Bosch GmbH Système d'entraînement hydraulique et véhicule comprenant le système d'entraînement hydraulique

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DE102012005822A1 (de) 2013-09-26
EP2642164A2 (fr) 2013-09-25
EP2642164A3 (fr) 2015-06-10
BR102013006658A2 (pt) 2015-06-09

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